Distributed battery bank for ducted-rotor aircraft

ABSTRACT

In an embodiment, a duct for a ducted-rotor aircraft includes a hub, the hub including a rotor and one or more motors configured to drive the rotor. The duct also includes a duct ring that defines an opening surrounding at least a portion of the hub. The duct also includes a plurality of stators that extend outward from the hub. The duct also includes at least one battery electrically coupled to the rotor and configured to power the one or more motors.

BACKGROUND Technical Field

The present disclosure relates generally to aircraft and more particularly, but not by way of limitation, to a distributed battery bank for ducted-rotor aircraft.

History Of Related Art

Ducted-rotor aircraft have at least one ducted rotor for providing lift and propulsion forces. Each ducted rotor typically has internal structure that supports a motor of the aircraft and an aerodynamic exterior skin.

SUMMARY

In an embodiment, a duct for a ducted-rotor aircraft includes a hub, the hub including a rotor and one or more motors configured to drive the rotor. The duct also includes a duct ring that defines an opening surrounding at least a portion of the hub. The duct also includes a plurality of stators that extend outward from the hub. The duct also includes at least one battery electrically coupled to the rotor and configured to power the one or more motors.

In an embodiment, a distributed battery system in a ducted-rotor aircraft includes a first at least one battery mounted to a first duct of the ducted-rotor aircraft. The first duct may include a first rotor and a first at least one motor that is configured to drive the first rotor, where the first at least one battery is electrically coupled to the first at least one motor and configured to power the first at least one motor. The distributed battery system also includes a second at least one battery mounted to a second duct of the ducted-rotor aircraft. The second duct may include a second rotor and a second at least one motor that is configured to drive the second rotor, where the second at least one battery is electrically coupled to the second at least one motor and configured to power the second at least one motor.

In an embodiment, a method of battery distribution in a ducted-rotor aircraft includes mounting at least one battery to a duct of the ducted-rotor aircraft. The duct may include a hub that includes a rotor and one or more motors that drive the rotor. The method of battery distribution also includes electrically coupling the at least one battery to the one or more motors.

BRIEF DESCRIPTION OF THE DRAWINGS

A more complete understanding of the method and apparatus of the present disclosure may be obtained by reference to the following Detailed Description when taken in conjunction with the accompanying Drawings wherein:

FIG. 1 is an oblique view of an aircraft with ducted rotors, with the ducted rotors configured for the aircraft to operate in helicopter mode.

FIG. 2 is an oblique view the aircraft depicted in FIG. 1, with the ducted rotors configured for the aircraft to operate in airplane mode.

FIG. 3 is an oblique view of a duct of the aircraft depicted in FIG. 1.

DETAILED DESCRIPTION

In this disclosure, reference may be made to the spatial relationships between various components and to the spatial orientation of various aspects of components as the devices are depicted in the attached drawings. However, as will be recognized by those skilled in the art after a complete reading of this disclosure, the devices, members, apparatuses, etc. described herein may be positioned in any desired orientation. Thus, the use of terms such as “above,” “below,” “upper,” “lower,” or other like terms to describe a spatial relationship between various components or to describe the spatial orientation of aspects of such components should be understood to describe a relative relationship between the components or a spatial orientation of aspects of such components, respectively, as the device described herein may be oriented in any desired direction.

FIGS. 1 and 2 are oblique views of a ducted-rotor aircraft 101 that can implement a distributed battery bank. Aircraft 101 comprises a fuselage 103 with a fixed wing 105 that extends therefrom and a plurality of rotatable ducts 107. Each duct 107 houses one or more motors for driving an attached rotor 109 in rotation. Each rotor 109 has a plurality of blades 111 configured to rotate within ducts 107.

The position of ducts 107, and optionally the pitch of blades 111, can be selectively controlled to control direction, thrust, and lift of rotors 109. For example, ducts 107 are repositionable to convert aircraft 101 between a helicopter mode and an airplane mode. As shown in FIG. 1, ducts 107 are positioned such that aircraft 101 is in helicopter mode, which allows for vertical takeoff and landing, hovering, and low-speed directional movement. As shown in FIG. 2, ducts 107 are positioned such that aircraft 101 is in airplane mode, which allows for high-speed forward-flight.

In this embodiment, aircraft 101 is configured with four ducts 107, including two ducts 107 a and 107 b that form a forward pair of ducts and two ducts 107 c and 107 d that form an aft pair of ducts. Each duct 107 is rotatably coupled to fuselage 103 of aircraft 101 via a spindle. Ducts 107 a and 107 b are coupled directly to fuselage 103 by a first spindle 113. Ducts 107 c and 107 d are each independently coupled to a corresponding end of wing 105 via a respective spindle 115 (e.g., as seen in FIG. 3). As shown, each of ducts 107 c and 107 d each include a winglet 117 that is coupled thereto. It should be appreciated that aircraft 101 is not limited to the illustrated configuration having four ducts 107, and that aircraft 101 may alternatively be implemented with more or fewer ducts 107.

In certain embodiments, batteries are used to power the motors driving the rotors 109. In certain embodiments, rather than consolidating the batteries in a central battery bank located, for example, in the fuselage 103, the batteries can be distributed throughout ducts 107 of aircraft 101, with such batteries constituting a distributed battery bank or system. In particular, each duct 107 can house one or more batteries that are used to power the one or more motors which drive the rotor 109 therein. Examples will be described with respect to FIG. 3.

FIG. 3 is an oblique view of a duct 107 of aircraft 101. For simplicity of illustration, duct 107 is depicted in FIG. 3 without rotor 109. Duct 107 includes a central hub 119 that is configured to support and house a rotor 109, a motor 131 that drives rotor 109 and/or other components. The motor 131 can drive rotor 109 directly or, in some embodiments, indirectly, for example, through a gearbox. For simplicity, motor 131 is illustrated and described singly. However, it should be appreciated that, in various embodiments, motor 131 can be representative of two, three, four, or any other suitable number motors that may be included in the hub 119 for purposes of driving rotor 109. Duct 107 further includes a plurality of stators 121 that extend outwardly from the hub 119. In this embodiment, duct 107 includes four stators 121 that extend radially outward from hub 119. More specifically, duct 107 has two primary stators that include an inboard primary stator 121 a and an outboard primary stator 121 b. Inboard primary stator 121 a is configured to be coupled to a corresponding spindle, such as spindle 113 or spindle 115. Each duct 107 is rotatable about a spindle axis 123 that is defined by spindle 113 or spindle 115. Duct 107 also has two secondary stators 121 c. Primary inboard and outboard stators 121 a, 121 b respectively are configured to carry a larger proportion of the load of duct 107 back to fuselage 103 than are secondary stators 121 c. As shown, inboard primary stator 121 a and outboard primary stator 121 b are longitudinally aligned relative to each other on opposed sides of hub 119 and secondary stators 121 c are longitudinally aligned relative to each other on opposed sides of hub 119 and aligned perpendicularly to inboard primary stator 121 a and outboard primary stator 121 b. In this regard, stators 121 are equally spaced about hub 119. It should be appreciated that duct 107 may be alternatively configured with more or fewer stators 121. It should further be appreciated that duct 107 may be alternatively configured with different spacing of stators 121 about hub 119.

Duct 107 further includes an inboard control vane 125 a and an outboard control vane 125 b, which are pivotally attached to inboard primary stator 121 a and outboard primary stator 121 b, respectively. Inboard control vane 125 a and outboard control vane 125 b are pivotable about a vane axis 127 that extends parallel to spindle axis 123. In this embodiment, inboard control vane 125 a and outboard control vane 125 b are configured to rotate together to facilitate yaw control, changes of direction, turning, etc. during flight of aircraft 101. It should be appreciated, however, that inboard control vane 125 a and outboard control vane 125 b may alternatively be configured to rotate independently from one another. It should further be appreciated that duct 107 is not limited to the illustrated configuration of inboard control vane 125 a and outboard control vane 125 b. For example, duct 107 may alternatively be configured with more or fewer control vanes, such as a single control vane that defines a continuous control surface.

Duct 107 may include a duct ring 129 that surrounds a portion of hub 119 and defines an opening, or passage, through which air moves through duct ring 129. The duct ring 129 can include, for example, one or more sections of skin that form an aerodynamic outer covering of duct 107. As shown, hub 119 is located primarily aft of the opening defined by duct ring 129. Hub 119, stators 121, and control vanes 125 together comprise a structural portion of duct 107 that supports motor 131 and rotor 109. When ducts 107 of aircraft 101 are positioned as shown in FIG. 2 with blades 111 of rotors 109 rotating, air will move into the duct rings 129 of ducts 107 as rotors 109 generate thrust that causes aircraft 101 to move in a forward direction. As air moves through ducts 107 while blades 111 of rotors 109 are rotating, the air will be exhausted over control vanes 125 and away from ducts 107, for example in an aft direction as aircraft 101 moves in a forward direction. In this regard, control vanes 125 are mounted aft of blades 111 of rotors 109.

Duct 107 may include batteries 133 mounted therein that are electrically coupled to motor 131 for purposes of providing power thereto. Motor 131, in turn, drives rotor 109 directly or indirectly as described previously. For illustrative purposes, FIG. 3 shows a battery 133 a mounted to outboard control vane 125 b, a battery 133 b mounted to the duct ring 129, and a battery 133 c mounted to a secondary stator 121 c. It should be appreciated that, just as motor 131 can be representative of any number of motors, the number of batteries 133 and their respective locations within the duct 107 are solely for purposes of illustration. In some cases, each of the batteries 133 can be electrically coupled to a different motor represented by the motor 131 (e.g., three different motors for the batteries 133 shown in FIG. 3). In various embodiments, batteries 133 can be mounted to any suitable component of the duct 107. For example, batteries 133 may be mounted to any location on or within stators 121, control vanes 125, hub 119, and/or duct ring 129. In similar fashion, various implementations can include, in the duct 107, one, two, three, four, or any other suitable number of batteries 133. Further, in various embodiments, with reference to FIGS. 1 and 2, different ducts 107 may include different numbers of batteries 133 and/or house or mount batteries 133 in different locations.

In certain embodiments, batteries 133, when distributed across ducts 107 in the fashion described relative to FIGS. 1-3, may be considered a distributed battery bank or system. Various advantages may be realized as a result of using a distributed battery bank or system in the fashion described above instead of a central battery bank. For example, batteries 133, as a result of being housed in the ducts 107, are significantly closer to a respective motor 131 than they would be if, for example, they were located in a central battery bank in the fuselage 103. Thus, for each duct 107, significantly less wire is typically necessary to electrically couple batteries 133 housed therein to motor 131. Among other advantages, the fact of using less wire may decrease line losses, improve efficiency, and result in considerable weight savings in the aircraft 101.

In another example, an additional advantage of using a distributed battery bank or system in the fashion described above is that batteries 133 are located near a surrounding moving air stream. When batteries such as batteries 133 are located in a central battery bank, for example, in the fuselage 103, heat often poses problems. When batteries 133 are located in ducts 107, the surrounding moving air stream can be used to aid in heat rejection for batteries 133.

In yet another example, various advantages may be achieved by virtue of excluding batteries similar to batteries 133 from the fuselage 103. In some cases, space in the fuselage that would have been used for a central battery bank can be used for a different purpose. In addition, or alternatively, the fuselage 103 can be made smaller and more efficient given lesser size requirements. Additionally, in many cases, safety can be improved since the weight of batteries 133 will not be in in the vicinity of passengers in the fuselage 103.

Conditional language used herein, such as, among others, “can,” “might,” “may,” “e.g.,” and the like, unless specifically stated otherwise, or otherwise understood within the context as used, is generally intended to convey that certain embodiments include, while other embodiments do not include, certain features, elements and/or states. Thus, such conditional language is not generally intended to imply that features, elements and/or states are in any way required for one or more embodiments or that one or more embodiments necessarily include logic for deciding, with or without author input or prompting, whether these features, elements and/or states are included or are to be performed in any particular embodiment.

While the above detailed description has shown, described, and pointed out novel features as applied to various embodiments, it will be understood that various omissions, substitutions, and changes in the form and details of the devices or algorithms illustrated can be made without departing from the spirit of the disclosure. As will be recognized, the processes described herein can be embodied within a form that does not provide all of the features and benefits set forth herein, as some features can be used or practiced separately from others. The scope of protection is defined by the appended claims rather than by the foregoing description. All changes which come within the meaning and range of equivalency of the claims are to be embraced within their scope. 

What is claimed is:
 1. A duct for a ducted-rotor aircraft, the duct comprising: a hub comprising a rotor and one or more motors configured to drive the rotor; a duct ring that defines an opening surrounding at least a portion of the hub; a plurality of stators that extend outward from the hub; and at least one battery electrically coupled to the rotor and configured to power the one or more motors.
 2. The duct of claim 1, wherein the at least one battery is mounted to a stator of the plurality of stators.
 3. The duct of claim 1, wherein the at least one battery is mounted to the hub.
 4. The duct of claim 1, wherein the at least one battery is mounted to a location within the hub.
 5. The duct of claim 1, wherein the at least one battery is mounted to the duct ring.
 6. The duct of claim 1, comprising a control vane pivotally attached to one or more of the plurality of stators, wherein the at least one battery is mounted to the control vane.
 7. The duct of claim 1, wherein the at least one battery comprises a plurality of batteries configured to power the one or more motors.
 8. The duct of claim 7, comprising: a control vane pivotally attached to one or more of the plurality of stators; and wherein the plurality of batteries comprises: a first battery mounted to one of the plurality of stators; a second battery mounted to the duct ring; and a third battery mounted to the control vane.
 9. A distributed battery system in a ducted-rotor aircraft, the distributed battery system comprising: a first at least one battery mounted to a first duct of the ducted-rotor aircraft, the first duct comprising a first rotor and a first at least one motor that is configured to drive the first rotor, wherein the first at least one battery is electrically coupled to the first at least one motor and configured to power the first at least one motor; and a second at least one battery mounted to a second duct of the ducted-rotor aircraft, the second duct comprising a second rotor and a second at least one motor that is configured to drive the second rotor, wherein the second at least one battery is electrically coupled to the second at least one motor and configured to power the second at least one motor.
 10. The distributed battery system of claim 9, comprising a third at least one battery mounted to a third duct of the ducted-rotor aircraft, the third duct comprising a third rotor and a third at least one motor that is configured to drive the third rotor, wherein the third at least one battery is electrically coupled to the third at least one motor and configured to power the third at least one motor.
 11. The distributed battery system of claim 10, comprising a fourth at least one battery mounted to a fourth duct of the ducted-rotor aircraft, the fourth duct comprising a fourth rotor and a fourth at least one motor that is configured to drive the fourth rotor, wherein the fourth at least one battery is electrically coupled to the fourth at least one motor and configured to power the fourth at least one motor.
 12. The distributed battery system of claim 11, wherein: the first at least one battery comprises a first plurality of batteries configured to power the first at least one motor; the second at least one battery comprises a second plurality of batteries configured to power the second at least one motor; the third at least one battery comprises a third plurality of batteries configured to power the third at least one motor; and the fourth at least one battery comprises a fourth plurality of batteries configured to power the fourth at least one motor.
 13. A method of battery distribution in a ducted-rotor aircraft, the method comprising: mounting at least one battery to a duct of the ducted-rotor aircraft, the duct comprising a hub that includes a rotor and one or more motors that drive the rotor; and electrically coupling the at least one battery to the one or more motors.
 14. The method of claim 13, wherein: the duct comprises a plurality of stators that extend outward from the hub; and the mounting comprises mounting the at least one battery to one of the plurality of stators.
 15. The method of claim 13, wherein the mounting comprises mounting the at least one battery to the hub.
 16. The method of claim 13, wherein: the duct comprises a duct ring that defines an opening surrounding at least a portion of the hub; and the mounting comprises mounting the at least one battery to the duct ring.
 17. The method of claim 13, wherein: the duct comprises: a plurality of stators that extend outward from the hub; and a control vane pivotally attached to one or more of the plurality of stators; and the mounting comprises mounting the at least one battery to the control vane.
 18. The method of claim 13, wherein: the mounting comprising mounting a plurality of batteries to the duct; and the electrically coupling comprises electrically coupling each of the plurality of batteries to at least one of the one or more motors.
 19. The method of claim 13, wherein: the duct comprises: a duct ring that defines an opening surrounding at least a portion of the hub; a plurality of stators that extend outward from the hub; and a control vane pivotally attached to one or more of the plurality of stators; the mounting comprises: mounting a first battery mounted to one of the plurality of stators; mounting a second battery mounted to the duct ring; and mounting a third battery mounted to the control vane; and the electrically coupling comprises electrically coupling each of the first battery, the second battery, and the third battery to at least one of the one or more motors.
 20. The method of claim 13, comprising: mounting a second at least one battery to a second duct of the ducted-rotor aircraft, the second duct comprising a second hub that includes a second rotor and a second one or more motors that drive the second rotor; and electrically coupling the second at least one battery to the second one or more motors. mounting a third at least one battery to a third duct of the ducted-rotor aircraft, the third duct comprising a third hub that includes a third rotor and a third one or more motors that drive the third rotor; and electrically coupling each of the third at least one battery to the third one or more motors. mounting a fourth at least one battery to a fourth duct of the ducted-rotor aircraft, the fourth duct comprising a fourth hub that includes a fourth rotor and a fourth one or more motors that drive the fourth rotor; and electrically coupling each of the fourth at least one battery to the fourth one or more motors. 